Switch-controlling mechanism.



PATENTED MAY 26, 1908.

J. M. LIEB. SWITCH CONTROLLING MECHANISM.

APPLICATION FILED FEB. 6, 1 907.

3 SHEETS-SHEET 1.

1n: mmms PETERS an \vAsu PATENTED MAY 26, 1908.

s SHEETS-SHBET 2 i No. 888,915.

- J. M. LIEB.

SWITCH CONTROLLING MECHANISM.

APPLICATION FILED FEB. 6, 1907.

I/Vi W emeo THE NORRIS pzrzns co., WASHINGTDN, n. c.

PATENTED MAY 26, 1908.

J. M. LIB 'B. SWITCH CONTROLLING MECHANISM.

APPLICATION rum) FEB. 6, 1907.

a SHEETS-SHEET 3.

Q vi linemen aHoz/n 817 THE Norms PETERS 20., WASHINGYDN, 1m:v

UNITED STATES PATENT OFFICE.

JOHN MATT LIEB, OF COLUMBUS, OHIO.

SWIT OH-CONTROLLING ME CHANISM.

To all whom it may concern:

Be it known that I, JOHN M. LIEB, a citizen zen of the United States, residing at Columbus, in the county of Franklin and State of Ohio, have invented new and useful Improvements in Switch-Controlling Mechanism, of which the following is a specification.

The invention relates to an improvement in switch controlling mechanism comprehending specifically a structure whereby the moving vehicle can absolutely control the position of the switch either from the siding or main track.

The main object of the present invention is the production of a switch operatin mechanism including a series of positively con nected bars and levers whereby a setting shaft may be operated to actuate the switch in the travel of the train.

The invention will be described in the following specification, reference being had particularly to the accompanying drawings, in which Figure 1 is a plan illustrating the application of my improved operating mechanism to a short section of the main track and siding, Fig. 2 is a side elevation of the same, Fig. 3 is a section on line 33 of Fig. 1, Fig. 4 is a side elevation of a locomotive showing the trips carried thereby for operating the mechanism, Fig. 5 is a similar view of a car showing the trips carried thereby, Fig. 6 is an enlarged sectional view illustrating the connection between the cam disks and the switch points, Fig. 7 is an enlarged view in elevation illustrating the means carried by a moving vehicle for operating the switch levers, Fig. 8 is an enlarged broken sectional view showing the yielding connection between the lever setting late and the manually controlled arm of t e vehicle operating means, Fig. 9 is a bottom plan of said yielding connection.

Referring particularly to the drawings my improved switch operating mechanism is designed for use with a switch 1 leading from a main track 2 onto a siding 3, and is designed to provide a means whereby the train traveling on the main track or siding may properly control the switch.

In structure the operating mechanism comprises a setting shaft 4 supported in bearings beneath the main track and directly underlying the switch point. On the shaft secured in spaced relation are opposing cam disks 5, the relatively outer or remote sur- Specification of Letters Patent.

Application filed February 6, 1907.

Patented May 26, 1908.

Serial No. 356,119.

' faces of which provide cam surfaces to engage the respective switch points. For the purpose of this engagement each switch point is provided with a clip plate 6 securely bolted to the point and provided with a depending stud 7, on which is movably mounted a roller 8 secured in place by a washer 9 held by a headed bolt 10 having threaded engagement with the stud 7. The disposition and arrangement of the cams 5 is such that in the revolution of the shaft in one direction the cam surface of one disk will force the switch points in one direction and in movement of the shaft in the opposite direction the cam surface of the other disk will force the points in the opposite direction, as

will be apparent from Fig. 3. Beyond the rails and the main track 2 the shaft 4 is provided with gear pinions 11.

Beyond the outer rail of the main track is arranged an operating rod 12, which at one end is connected to one arm of a right angle lever 13 pivotally supported at the juncture of its arms 011 any desired support. The other arm of the lever 13 is connected to the trip lever 14 which is approximately. of L-shape, the short arm of the lever being connected to the angle lever 13, and the long arm thereof pivoted to a support secured upon the ties. The lever 14 is so arranged that in normal position it will roject above the surface of the adjacent rail? The opposite end of the rod 12 is similarly connected to a right angle lever 15, which in turn is connected to an L-shaped lever 16, similar to the lever 14. The bar 12 passes directly above one of the gear pinions 11, and at this point is formed with a rack bar 17 arranged to engage said pinion, whereby in the reciprocation of the rod the pinion 11, and, therefore, the shaft 4 is partially rotated. Beyond the relatively remote rail of the siding 3 is arranged a second operating bar 18, which at a point sufiiciently remote from the switch is connected to a right angle lever 19 in turn connected to an L-shaped lever 20, respectively similar to the levers 13 and 14 previously described. In this instance the right angle lever 19 is secured upon a pivot rod 21 extending transverse the siding track, and provided beyond the opposing rail of said track with a similar right angled lever 22, said lever 22 being in turn connected to an L-shaped lever 23. The levers 20 and 23 project in relatively reverse directions from the shaft 21, that is the lever 20 extends from the shaft in the same direction as the rod 18, while the lever 23 extends in the opposite direction.

The rod 18 at approximately the juncture of the siding with the main track passes between guide pins 24 to insure alinement of said rod in operation, being beyond said pins extended lengthwise the main track. The rod 18 extends above the remaining pinion 11 and is provided with a rack 25 continually in mesh with said pinion and adapted to operate the same in the reciprocation of the rod. At a oint remote from the pinion 11 the rod 18 is provided with a right angled lever 26 in turn connected to an L-shaped lever 27. Levers 16 and 14, which are connected to the rod 12, are arranged in opposing relation, so that depression of one lever will reciprocate the rod 12 in one direction, and depression of the opposing lever will reciprocate said rod in the opposite direction. This is equally true of levers20 and 27, while lever 23 is opposed to lever 20. 1

The locomotive and rear car of the train is provided with a trip plate 28, proximately of triangular shape in elevation and carrying at the lower end a roller 29 to engagcv and operate any of the operating levers previously described. The trip plate is concaved at its upper edge as at 30, and is pivotally supported on the locomotive or car structure immediately below and centrally of the curved edge 30, as at 31. The trip plate on the locomotive is operated through a pivot bar 32 connected at its upper end to a rod 33 extending within the cab of the locomotive and controlled through the lever 34 and notched segment 36. The lower end of the bar 32 is disposed in contact with the curved edge 30 of the trip plate, the curvature of said edge being on the arc struck from the pivotal support of the bar 32 as a center.

The tri plate supported on the car is operated t rough a hand controlled lever 35, pivotally supported at the center of curvature of the edge 30 of the plate, and cooperating with the usual notch segment 36 formed to secure the lever in any one of three adjusted positions. The respective ends of the curved edge 30 of the trip plate are recessed to form socket members 37, reduced in diameter at their lower portion, as at 38. Pins 39 are slidably supported in the sockets, being provided with heads 40 arranged in the path of movement of, the respective lever bars and conforming on their upper surfaces to the normal curvature of the upper edge of the trip plate. A pin 41 is inserted transverse the socket walls, passing through a longitudinally disposed slot 42 in the pin 39, said pin serving as a lower sup ort for a coil spring 43 arranged to encirce the rod and bear at its upper end beneath the head 40.

Owing to the curvature of the edge 30 of the trip plate it is obvious that when the levers 32 or 35are disposed vertically, said plate is free to spring on its pivot in either direction, so if the roller 29 engages one of the operating levers with the parts in this position, said trip plate is swung on its pivot without effecting said operating lever. In the event the lower end of the lever bar is moved into engagment with the rear end of the edge 30 of the trip plate, that is to overlie the head 40 of the pin at such rear end, the engagement of the roller 29 with either of the operating levers will insure operation of said levers, as the trip plate is prevented from moving in a rearward direction. The reverse position of the lever bars prevents swinging of the trip plate in the forward direction, hence will insure cooperation of said plate and the operating levers in the rearward travel of the vehicle. Provision is thus made for controlling and operating the switch actuating mechanism during travel of the train in either direction, as is, of course, to be desired under ordinary uses of sidings and switches.

A signal post 44 is revolubly supported adjacent the track rails of the main track, and the shaft 4 is terminally provided immediately beneath said post with a gear 45 arranged to mesh with a gear 46 secured on the post, whereby rotation of the shaft 4 serves to similarly rotate the post 44. The signal lights of the post are so arranged that in one position of the latter, lights indicating a clear main track will be displayed, while'in the opposing position signals indicating a closed switch will be displayed.

In operation it will be understood that a train traveling the main track and desiring to open the switch will operate the trip carried on the engine, which movement moves the rod 12 longitudinally, rocks the shaft 4 and forces the switch open, at the same time setting the signal light 37 to-display the signals indicating an open switch. The same train having passed the switch may, if desired, set the trip to depress the lever 14, thereby reciprocating the rod 12 in the opposite direction and closing the switch. With the switch open and the train passing the main track desiring to close the same, the trip carried on the engine will be operated to depress the lever 27,. thereby closing the switch. After entrance on the switch the train may operate the lever 23 to again open the switch. In traveling from the switch onto the main track the lever 23 will operate the switch previous to the entrance of the train onto the main line, after which operation of the lever 27 will reversely actuate the switch.

The essential feature of the present invention is the connection of the track levers so controlled by the arrangement of the trip plates on the engine or cars that a train approaching a switch on the main line, or traveling from a siding onto the main track may operate the switch in any manner desired, and after traveling beyond the switch may, if necessary, reset the switch to normal position. I do not, therefore, desire to be limited in any particular as to specific arrangement of the track levers 14, 16, 20, 23 and 27, contemplating such arrangement of the levers as will permit any operation of the switch desired or most usual in the particular track aprangement to which the invention is app ied.

Having thus described the invention what is claimed as new, is

1. A switch operating mechanism including a setting shaft, cam disks operated by said shaft and controlling the switch points, a trip plate carried by the vehicle and pivoted for free movement in either direction, a lever adapted for manual operation to be positioned to permit free movement of the trip plate, or to lock it against movement in one direction.

2. A switch operating mechanism including a setting shaft, cam disks operated by said shaft and controlling the switch points, a trip plate carried by the vehicle and pivot ed for free movement in either direction, a lever adapted for manual operation to be positioned to permit free movement of the trip plate, or'to lock it against movement in one direction, and spring pressed buffer plates carried by the trip plate to cooperate with the lever.

3. A switch operating mechanism including a setting shaft, cam disks operated by said shaft and controlling the switch oints, a trip plate pivotally supported on t e vehicle and adapted to engage and rock said shaft in either direction, a manually operable lever bar pivotally supported on the vehicle to cooperate with the trip plate, the lever engaging edge of said trip plate being curved on an are having the pivotal support of the lever bar as a center.

4. A switch operating mechanism comprising a setting shaft, cam disks operated by said shaft and controlling the switch points, operating rods mounted lengthwise of the track rails and serving to actuate the cam disks, levers normally projecting above the plane of the rail and connected to and actuating the operating rods, a trip plate carried by the vehicle and pivoted for free movement in either direction, means carried by the trip plate to engage the levers, and means carried by the vehicle and adapted for manual operation to permit free movement of the trip plate or to lock it against movement in-one direction.

In testimony whereof, I afliX my signature in presence of two witnesses.

JOHN MATT LIEB.

Witnesses:

WILLIAM I-IANNAUER,

EMMETT MoOANN. 

